Kinetic energy recovery and electric drive for vehicles

ABSTRACT

A kinetic energy recovery and electric drive system for automotive vehicles comprises an electric pancake motor-generator ( 11, 211 ) having its stator housing ( 14, 214 ) coupled, combined or integrated with the gearbox housing ( 18, 218 ) of a gearbox ( 216 ) or final drive mechanism ( 16 ) and its rotor shaft ( 12, 212 ) oriented vertically and perpendicular to the drive-shaft ( 21, 234 ) or drive axle ( 20 ) of the vehicle. In certain embodiments the pancake motor rotor ( 10, 110, 210 ) may be fitted or integral with a perpendicular peripheral stiffening flange ( 113 A,  113 B, 213) in which is located a plurality of equally spaced permanent magnets ( 32, 132 ) of alternating polarity that electromagnetically engage with electromagnets ( 128 A,  128 B) of the pancake motor-generator stator. To facilitate retrofitting to existing vehicles the system may include an autonomous hybrid controller ( 316 ) that includes at least one sensor ( 322 ) to detect motion of the vehicle and/or motor without requiring any interface or integration with the vehicle&#39;s subsystems.

RELATED APPLICATION DATA

Applicant claims benefit of U.S. provisional patent application Ser. No.61/015,040, filed 19 Dec. 2007, entitled “Kinetic Energy Recovery andElectric Drive for Vehicles,” and U.S. provisional patent applicationSer. No. 61/127,499, filed 14 May 2008, entitled “Controller for HybridVehicles,” incorporated herein by reference.

FIELD OF THE INVENTION

This invention relates to a kinetic energy recovery and electric drivemechanism for powered vehicles that combines a pancake-type electricmotor-generator with a gearbox located in the driveline of said vehicle.

BACKGROUND OF THE INVENTION

The rising cost of petroleum based fuels is generating increased demandfor hybrid electric and internal combustion engined vehicles and pureelectric vehicles (EVs) which in turn will create a need for kineticenergy, commonly termed braking energy, recovery and regenerationsystems. Such regeneration systems convert a portion of a vehicle'skinetic energy normally dissipated as heat during braking into energystorable for future use. The recovered energy may be generated andstored pneumatically, hydraulically or in a flywheel, but most commonlyit is generated as electricity and stored in batteries orsupercapacitors.

The primary electric motor-generator of a hybrid or EV regenerates onlya portion of the kinetic energy normally dissipated as heat duringbraking; auxiliary generators may be useful to supplement and maintainthe battery or supercapacitor charge to increase the vehicle's usefuldriving range.

U.S. Pat. Nos. 7,255,187, 7,115,057, 6,935,451, 6,484,834, 6,208,036,6,184,603, 5,947,855 and 5,562,565 are among numerous patents thatdescribe transmission or final drive mechanisms in combination withelectric motor-generators. None, however, incorporate pancake-typeelectric motor-generators orienting their rotor shafts vertically and/orperpendicular to the transmission output shaft, to engage with the finaldrive gears, or combine or integrate the motor-generator stator housingwith the final drive housing.

The current invention is suitable for use as both a primary and asupplementary energy regeneration and reuse mechanism as its integrateddesign, location in the vehicle and pancake-type electricmotor-generator lends itself to compact, space efficient sizing, lowweight and efficient power and torque generation.

In addition, the kinetic energy regeneration mechanism can providefull-time or as-needed all-wheel-drive functionality tofront-wheel-drive and rear-wheel-drive vehicles; for example, afront-wheel-drive vehicle would have such a mechanism to drive the rearwheels, while rear-wheel-drive vehicles would have the mechanism todrive the front wheels.

Current original equipment hybrid vehicles typically integrate theirelectric drive into the transmission and therefore such technology isunsuitable for retrofitting existing internal combustion drive vehicles.The existing fleet of internal combustion only vehicles will takedecades to be replaced by hybrid vehicles.

SUMMARY OF THE INVENTION

This invention provides a unique arrangement that allows a kineticenergy regeneration mechanism to be mounted low in the vehicle chassisfor a low center of gravity and with minimal encroachment on vehicleinterior space or ground clearance.

The invention is a kinetic energy recovery and reuse mechanism thatcomprises a combination or integration of a gearbox drive mechanism,including but not limited to final drives, differentials and transaxles,of vehicles such as automobiles, buses, trucks, rail vehicles or otherwheeled vehicles and a pancake-type or ring-type electricmotor-generator, hereinafter collectively called pancakemotor-generators. Such pancake motor-generators include, but are notlimited to, those of the type manufactured by Applimotion Inc. ofCalifornia, USA and those disclosed in U.S. Pat. Nos. 6,552,460,6,930,433 and 7,432,623 and which are hereby incorporated by referencein their entirety.

Pancake motor-generators typically permit axial compactness whileenabling large rotor diameters for higher power and torque generation.The brushless DC electric motor-generators as disclosed in theabovementioned patents comprise a disc or ring-like rotor having aplurality of equally spaced permanent magnets of alternating polarityarrayed radially about the rotor periphery that engages with a pluralityof electromagnet cores that form the stator. When energized, the statorelectromagnet cores are triggered to switch polarity in a sequence thatattracts and repels the permanent magnets, causing the rotor to rotate.The motor may be operated as a generator using the rotor as a mechanicalinput device. In this mode, current induced in the electromagnets' coilsby the rotation of the rotor charges an electricity storage device suchas a battery or supercapacitor.

The invention combines, integrates or affixes the pancakemotor-generator stator housing, which contains an electromagnet orplurality of electromagnets, with a gearbox housing, including but notlimited to differential, final drive and transaxle housings. The pancakemotor-generator rotor is oriented in a substantially horizontal planeand is mounted either above or below the gearbox housing. The pancakeelectric motor-generator rotor shaft is substantially vertical andperpendicular to the vehicle transmission driveshaft and may be engagedvia an appropriate power transmission mechanism such as, but not limitedto, gear drives and friction drives, including single ratio, multiplechangeable ratios or continuously variable ratios with the final drivegears, typically a ring and pinion gearset, or to a power transmissionmechanism, such as, but not limited to, a gear drive or friction drivespecifically located on the driveshaft adjacent to the gearbox.

The major advantage of a pancake motor-generator is that its “flatness”and “thinness” permits it to be mounted low in the vehicle chassis,enabling a low vehicle center of gravity, yet not significantly encroachon the vehicle's ground clearance and interior or storage space. Variouspancake motor-generator designs may be employed in the currentinvention; however, the pancake motor-generators as manufactured byApplimotion, Inc. and those disclosed in the '460, '433 and '623 patentsare preferred.

An advantage of the '460, '433 and '623 patents is the ability toarrange the electromagnet cores' location within the stator housing, andeven to omit certain cores, in such a manner as to allow sufficientspace for components that may engage with or may be affixed to thegearbox or final drive housing, such as a transmission housing,drive-shafts, half-shafts, axles, and suspension arms and linkages. Thisarrangement enables the stator housing to be designed substantiallyaround the gearbox or final drive housing, which in certain applicationsmay be preferable to locating the stator housing above or below thegearbox or final drive housing.

The invention may employ the '460 and ‘433 patents’ single-gapelectromagnet cores or the '623 patent's double-gap electromagnet coresto optimize power generation and compactness of the pancakemotor-generator. Similarly, the plurality of equally-spaced permanentmagnets of alternating polarity may be mounted in various rotorconfigurations to optimize power generation and compactness of thepancake motor-generator for particular applications.

To improve the compactness and efficiency of the combined pancakemotor-generator and gearbox mechanism it may be advantageous toconfigure the rotor with features that may include, but are not limitedto, perpendicular, angled, parallel or concentric coaxial annularflanges or projecting elements located on the periphery and/or one orboth sides of the rotor, on which is mounted the plurality of equallyspaced permanent magnets of alternating polarity that magneticallyengage with the electromagnet cores of the pancake motor-generator. Theannular flanges or projecting elements may be affixed to or integralwith the rotor. The annular flanges or projecting elements may usedifferent materials and manufacturing processes to that of the rotor,such as, but not limited to, cast, stamped or forged aluminum, steel andtitanium, and carbon fiber. The rotor and annular flanges or projectingelements may be vented, vaned, ribbed, drilled and otherwise shaped,formed or featured to dissipate heat and/or cause or assist cooling ofthe motor-generator components.

The invention is applicable to front wheel drive vehicles having a finaldrive at the front wheels, rear wheel drive vehicles having a finaldrive at the rear wheels, and to all-wheel-drive or four-wheel-drivevehicles having final drives at both the front and at the rear axles.The invention may also be used to enable all-wheel-drive functionalityin a two-wheel drive vehicle by fitting an axle or half-shafts and afinal drive incorporating the invention to the front wheels of arear-wheel-drive vehicle or by fitting an axle or half-shafts and afinal drive incorporating the invention to the rear wheels of afront-wheel-drive vehicle. The invention may be located on thedriveshaft or axles of a vehicle or include a layshaft parallel to thedriveshaft or axles.

The kinetic energy recovery and reuse mechanism is suitably wired tooperate during braking, coasting on a trailing throttle andacceleration. The generator function is typically activated, byappropriate switch devices, when the brakes are applied or theaccelerator is released. Applying the accelerator or releasing thebrakes disengages the generator function. While the generator functionis engaged, when the vehicle is being braked or is coasting on atrailing throttle, the rotation of the vehicle's wheels drives therotation of the motor-generator rotor via the final drive gears, causingcurrent to be induced in the electromagnet core's coils and then storedin an electric power storage device, such as a battery orsupercapacitor. In electric motor mode, electric power stored in thepower storage device is used to rotate the motor rotor and so drive thevehicle's wheels via the final drive gearing. The motor function may beengaged, either automatically when the accelerator is applied, or at thedriver's discretion by means of a switch device or other engagementmechanism.

Those skilled in the art of hybrid electric vehicles will understand theneed for a hybrid control system to manage the performance of thevehicle's internal combustion engine and other subsystems, such asbraking, engine and throttle management systems, to interactappropriately with the electric motor-generator and electric energystorage device, such as a battery or supercapacitor, so as to optimizethe generation, storage and use of the vehicle's electric energy.

Typically, in an OEM hybrid vehicle, the hybrid control system monitorsand adjusts all aspects of the hybrid powertrain, regulating theinternal combustion engine and the electric motor-generator to meet thedriving demands signaled by the gear shift, accelerator and brake pedalpositions and the vehicle speed. This is achieved by having the hybridcontrol system fully integrated with the vehicle's subsystems at the OEMmanufacture stage.

In certain retrofit hybrid applications it may be more practical andcost-effective to retrofit an autonomous hybrid control system thatminimizes the expense and difficulty of achieving full integration withthe host vehicle's existing installed systems and subsystems and withoutrequiring any interface with such systems, and without compromising theoperation and functionality of the vehicle. Such a low cost,simple-to-install autonomous hybrid controller is described hereunder.This invention is well suited for retrofitting to buses and othertruck-type vehicles.

The foregoing and other objects, features and advantages of theinvention will become more readily apparent from the following detaileddescription of preferred embodiments of the invention which proceed withreference to the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIGS. 1A-1D schematically illustrate a kinetic energy recovery mechanismdesigned according to various embodiments of this invention, showingcross-sectional elevation views of alternative combinations of a vehiclefinal drive mechanism and pancake motor-generator located above thefinal drive.

FIGS. 2A-2D schematically illustrate a kinetic energy recovery mechanismdesigned according to other embodiments of this invention, showingcross-sectional elevation views of alternative combinations of a vehiclefinal drive mechanism and pancake motor-generator located below thefinal drive.

FIGS. 3A and 3B schematically illustrate embodiments of the invention,showing cross-sectional plan views of alternative stator housingconfigurations.

FIGS. 4A-4D illustrate the rotor, permanent magnet and electromagneticcore configurations according to U.S. Pat. Nos. 6,552,460, 6,930,433 and7,432,623.

FIGS. 5A and 5B show an electromagnetic U-core as disclosed in U.S. Pat.No. 7,432,623 with and without its copper windings.

FIGS. 6A and 6B schematically illustrate cross-sectional views of themotor-generator according to embodiments of the invention, the rotorhaving a perpendicular, annular flange located at its periphery.

FIGS. 7A-7E illustrate cross-sectional views of an embodiment of theinvention in a Formula One racing car.

FIG. 8 schematically illustrates plan and side views of a Formula 1racing car showing the location of a pancake electric motor-generatormounted above the vehicle's final drive mechanism.

FIG. 9 is a schematic cutaway plan view of a front-wheel-drive vehiclefitted with a kinetic energy recovery and electric drive mechanism atthe rear wheels.

FIG. 10 is a cross-sectional elevation view of a further embodiment ofthe invention employing an improved version according to the inventionof an electric pancake motor-generator as disclosed in the '460, '433and '623 US patents, the right angle gearbox located above themotor-generator.

FIG. 11 is a cross-sectional elevation view of a further embodiment ofthe invention employing an alternative electric pancake motor-generatorof type manufactured by Applimotion, Inc., the right angle gearboxlocated below the pancake motor-generator.

FIGS. 12A and 12B are schematic plan and side views respectively of anembodiment of the invention mounted in a front engined vehicle.

FIGS. 13A and 13B are schematic plan and side views respectively of anembodiment of the invention mounted in a rear engined vehicle.

FIG. 14 is a cross-sectional side view of the bi-directional powercoupling of FIGS. 13A and 13B including a spur gear located around theyoke of a universal joint as disclosed in U.S. Pat. No. 6,290,605.

FIG. 15 is a schematic illustration of an autonomous hybrid controlsystem according to another aspect of the invention.

FIG. 16 is a schematic plan view of a kinetic energy recovery systemincluding an autonomous hybrid controller of FIG. 15 mounted in avehicle chassis.

DETAILED DESCRIPTION OF THE DRAWINGS

Depending upon a particular application it may be advantageous to locatethe pancake motor-generator horizontally either above or below thegearbox mechanism.

FIG. 1A shows a schematic embodiment of the invention, with pancakemotor-generator 11 located above and affixed to or integral with finaldrive mechanism 16 which includes ring gear 24 and rotor shaft pinion22. The final drive mechanism may include a differential mechanism, notshown. Pancake motor-generator housing 14 contains and supports an arrayof electromagnet cores, not shown in FIG. 1 but illustrated in FIGS. 3to 7. Rotor 10, which supports a radial array of permanent magnets 32 ofalternating polarity, not shown in FIG. 1 but illustrated in FIGS. 4, 6and 7, is affixed to vertical rotor shaft 12 that is affixed to rotorshaft pinion 22 which engages with ring gear 24 that is connected toaxle or half-shafts 20. Wheels 26 are mounted to an axle or half-shafts20. FIGS. 1B, 1C and 1D show slightly differing versions of FIG. 1A,with pancake motor-generator housing 14 affixed or integrated closer tofinal drive housing 18, making the combined pancake motor-generator andfinal drive kinetic energy recovery mechanism more vertically compactfor minimum intrusion into the interior space of the vehicle.

FIG. 2A shows a schematic embodiment of the invention, with pancakemotor-generator 11 located below and affixed to or integral with finaldrive mechanism 16 which contains ring gear 24 and rotor shaft pinion22. The final drive mechanism may include a differential mechanism, notshown. Pancake motor-generator housing 14 contains and supports an arrayof electromagnet cores, not shown in FIG. 2 but illustrated in FIGS. 3to 7. Rotor 10, which supports a radial array of permanent magnets 32 ofalternating polarity, not shown in FIG. 2 but illustrated in FIGS. 4, 6and 7, is affixed to rotor shaft 12 that is affixed to rotor shaftpinion 22 which engages with ring gear 24 that is connected to axle orhalf-shafts 20. Wheels 26 are mounted to axle or half-shafts 20. FIGS.2B, 2C and 2D show slightly differing versions of FIG. 2A, with pancakemotor-generator housing 14 affixed or integrated closer to final drivehousing 18, making the combined pancake motor-generator and final drivekinetic energy recovery and reuse mechanism more vertically compact forminimum intrusion into the ground clearance of the vehicle.

From FIG. 1 and FIG. 2 it can be seen that, when wheels 26 are rotatedby the forward or rearward motion of the vehicle, rotor shaft 12 andtherefore rotor 10 will be rotated via ring gear 24 and rotor shaftpinion 22 that form part of final drive mechanism 16. This will, whenpancake motor-generator 11 is switched to generator mode, cause electriccurrent to be induced in the electromagnet cores for storage in anelectricity storage device, such as a battery or ultracapacitor, notshown. In similar fashion, when motor-generator 11 is switched to motormode, electric current from the electricity storage device will, due toelectromagnetic interaction between the electromagnet cores 28 and theplurality of permanent magnets 32 of alternating polarity in rotor 10,cause rotor 10 to rotate, in turn causing wheels 26 to rotate and propelthe vehicle.

FIG. 3 shows views from above the vehicle, in this embodiment with thepancake motor-generator 11 mounted in a front-engined, rear wheel drivevehicle such as an automobile, bus or truck. FIGS. 3A and 3B show driveshaft 21 connected to final drive mechanism 18 and axle or half-shafts20 connected to final drive mechanism 18 and to wheels 26. FIG. 3Adepicts pancake motor-generator stator housing 14 above and affixed toor integral with final drive mechanism 18.

FIG. 3B depicts a pancake motor-generator comprising a series ofelectromagnet cores 28 contained within radial stator housing sectors14A, 14B and 14C, sector 14A located around the rear of final drivemechanism 18 and behind axle or half-shafts 20, and sectors 14B and 14Clocated around final drive mechanism 18 between axle or half-shafts 20and drive shaft 21. The ability to locate electromagnet cores 28 andstator housing sectors 14A, 14B and 14C as separate sectors with gapsbetween the sectors to accommodate axle or half shafts 20 and driveshaft 21 permits pancake motor-generator stator housing 14 to be mountedcloser to final drive mechanism 18 for maximum vertical compactness.

FIGS. 4A and 4B depict a brushless DC electric pancake motor-generatorwith a rotor, permanent magnet and electromagnetic core configurationaccording to U.S. Pat. Nos. 6,552,460 and 6,930,433. FIGS. 4C and 4Ddepict the rotor, permanent magnet and electromagnetic coreconfiguration according to U.S. Pat. No. 7,432,623. FIG. 4A is a planview and FIG. 4B a perspective view of such a brushless DC electricpancake motor-generator comprising a stator having a series ofelectromagnet cores 28A and a plurality of equally spaced permanentmagnets 32 of alternating polarity mounted on rotor 10 so as toelectromagnetically engage with the slotted electromagnetic cores 28 ofthe stator in the manner described in the '460 and '433 patents.Electromagnet cores 28 may be of toroidal, “c” shaped or other suitableshape, and are slotted or gapped to enable the plurality of permanentmagnets 32 of alternating polarity on the rotor 10 to pass through.Rotor shaft 12 is affixed at the center of rotor 10. FIG. 4C is aperspective view and FIG. 4D a cross-sectional view of a brushless DCelectric motor-generator comprising a stator having a series ofelectromagnet cores 28B and an outer ring 32A of equally spacedpermanent magnets of alternating polarity and an inner ring 32B ofequally spaced permanent magnets of alternating polarity mounted onrotor 10 so as to engage electromagnetically with electromagnet cores28B of the stator in the manner described in U.S. Pat. No. 7,432,623.Electromagnet cores 28B may be half-toroidal, “u” shaped or othersuitable shape. A pair of such half-toroidal or “u-shaped” electromagnetcores 28B are spaced apart with their arm ends facing each other toenable the plurality of equally spaced permanent magnets 32A and 32B onrotor 10 to pass through. Windings 29 are shown around cores 28B.

FIG. 5A shows “u-shaped” electromagnet core 28B as disclosed in US Pat.'623.

FIG. 5B depicts electromagnet core 28B with copper windings 29.

FIGS. 6A and 6B schematically illustrate cross-sectional views of otherembodiments of rotor 110 having a perpendicular, annular flange 113A or113B located at the periphery of rotor 110. A plurality of equallyspaced permanent magnets 132 are located on flange 113A,113B. Flange113A,113B may be affixed to or integral with rotor 110 and is shaped andarranged in such a fashion that pluralities of permanent magnets 132 ofalternating polarity may electromagnetically engage with electromagnets128A, 128B that comprise the pancake motor-generator stator. In FIG. 6A,c-shaped electromagnet cores 128A electromagnetically engage with aplurality of equally spaced permanent magnets 132 of alternatingpolarity mounted in a single row in perpendicular annular flange 113Alocated at the periphery of rotor 110. FIG. 6B shows two rows ofpermanent magnets 132 of alternating polarity located on flange 113Baffixed to or integral with rotor 110. A series of pairs of u-shapedelectromagnet cores 128B are located on either side of flange 113 sothat cores 128B electromagnetically engage with permanent magnets 132.Using the perpendicular flange improves over the flat rotors of FIGS.4A-4D in two ways. First, it stiffens the rotor, stiffening a largediameter rotor to reduce flexing and vibration. Second, it contributesto compactness.

FIGS. 7A-7E illustrate schematic views of an embodiment of the inventionin a Formula One (F1) racing car. F1 cars are mid-engined,rear-wheel-drive vehicles, with the engine mounted forward of the rearwheels, and a transaxle, a combination of transmission and final drivemechanism, rearward of the engine. For simplicity and clarity manycomponents essential to F1 cars but not material to the invention havebeen omitted from the drawings. FIG. 7A depicts a cross-sectional viewof the invention as seen from the rear of the vehicle. FIG. 7B depicts across-sectional side view of the invention with respect to the vehicleengine 27 and final drive mechanism 16. FIG. 7C is a cross-sectionalview from above the final drive mechanism. Final drive mechanism 16 isaffixed to engine 27. To obtain a low center of gravity, pancakemotor-generator 11 may be located below final drive mechanism 16 whichcomprises final drive housing 18, ring gear 24, and pinion 22B affixedto transmission output-shaft 21. Also, since the pancake motor-generator11 includes annular flange 113A (see FIG. 6A) on rotor 10, the pancakemotor-generator 11 can be spaced higher above the ground in order toimprove the ground clearance. A differential, not shown, is typicallylocated adjacent to ring gear 24. Half-shafts 20 are affixed on eitherside of ring gear 24. Wheels 26 are mounted to hubs, not shown, whichare affixed to half-shafts 20. Pancake motor-generator stator housing 14is affixed to or is integral with final drive housing 18. Rotor 10 isaffixed to rotor shaft 12 which is affixed to rotor shaft pinion 22.Rotor shaft pinion 22 engages with ring gear 24. A series of c-shapedelectromagnet cores 128A is mounted in pancake motor-generator statorhousing 14 on either side of final drive housing 18. A plurality ofequally spaced permanent magnets 32 of alternating polarity is mountedon annular flange 113A which is affixed to or integral with rotor 10.Rotor 10 is mounted in such a fashion that the plurality of equallyspaced permanent magnets 32 of alternating polarity may pass through thegaps in the series of c-shaped electromagnet cores 128A mounted inpancake motor-generator stator housing 14. Alternatively, the rotor ofFIG. 6B with annular flange 113B and two rows of equally spacedpermanent magnets 32 of alternating polarity and pairs of u-shaped cores128B can be used.

FIGS. 7D and 7E are cross-sectional views of the invention as seen fromthe rear and from the side of the vehicle respectively and depict analternative embodiment of the invention for a F1 racing car applicationwherein the pancake motor-generator 11 is located above the final drivemechanism 16 so as not to encroach on underbody space required foraerodynamic downforce devices such as diffuser tunnels and venturis.Pancake motor-generator 11 includes annular flange 113A on rotor 10 toenable electromagnet cores 128A and stator housing 14 to be mountedbelow rotor 10 so as to obtain a lower vehicle center of gravity.

FIG. 8 schematically illustrates plan and side views of a F1 racing carshowing the location of a pancake electric motor-generator 11 mountedabove the vehicle's final drive mechanism.

FIG. 9 is a schematic cutaway plan view of a front-enginedfront-wheel-drive vehicle 30 showing engine 27 mounted to transmission17, with front axles 25 taking the drive from transmission 17 to frontwheels 29. Rear wheels 26 are driveably connected via rear axles 20 torear-mounted final drive mechanism 16 which includes pinion 22 and ringgear 24.

Typically, a differential mechanism, not shown, would be incorporatedinto final drive mechanism 16 adjacent to ring gear 24. Pancakemotor-generator 11 is mounted above rear-mounted final drive mechanism16, with pancake motor-generator stator housing 14 affixed to orintegrated with final drive housing 18. Ring gear 24 is affixed to rearaxles 20 and engages with rotor pinion 22 affixed to rotor shaft 12.Rotor shaft 12 is affixed to the rotor (not shown) of pancakemotor-generator 11. This embodiment of the invention enables afront-wheel-drive vehicle to be provided with all-wheel-drivefunctionality and capability, either full time or as needed, independentof the vehicle's primary motor. Specifically, during times when onlyfront-wheel drive is employed, pancake motor-generator 11 is operated ingenerator mode and thereby generates electric current during braking andcoasting operations. The electric current may be stored in a storagedevice 31, such as a battery or supercapacitor. During times whenfour-wheel-drive is employed, the pancake motor-generator 11 operates inmotor mode and receives electric current from the storage device 31 tothereby drive the rear wheels 26. In this way, this embodiment mayprovide kinetic energy recovery during braking or coasting when thevehicle is operating only in front-wheel-drive mode and also provideall-wheel-drive capability, as desired. A controller 33 may be used toswitch the pancake motor-generator 11 between motor and generator modes.The controller 33 may change the mode of the pancake motor-generator 11based on an input from an operator of the vehicle, or in response to theoperating condition of the vehicle.

It may be advantageous, due to space restrictions or other mechanicalreasons, to locate the pancake motor-generator where the vehicledrive-shaft connects to the vehicle transmission, or, in the case of afront-engined, rear-wheel-drive vehicle having a drive-shaft connectingthe transmission to the final drive/differential, at a suitable locationalong the length of the drive-shaft. The pancake motor-generator ismounted or horizontally, with the pancake motor-generator's rotor shaftperpendicular or vertical to the vehicle's horizontal drive-shaft andthe pancake motor-generator located above or below the drive-shaft. Aright angled drive or power transmission device, such as bevel gearset,is required to connect the vehicle's horizontal drive shaft to thevertical motor shaft. The latter arrangement is particularlyadvantageous in retrofitting vehicles having an engine at one end of thevehicle and a final drive or differential at the other end of thevehicle, coupled by a drive shaft, such as buses and trucks. Dependingon clearance, it may also be retrofitted into passenger vehicles. And,of course, it can be designed into the structure of any kind ofpassenger vehicle.

In a preferred horizontally oriented pancake motor-generator embodiment,illustrated in FIG. 10, pancake motor-generator 211 is combined orintegrated with gearbox 216 by means of pancake motor-generator statorhousing 214 combined or integrated 238 with gearbox housing 218. Thecombined pancake motor-generator and gearbox unit is mounted to thevehicle chassis or frame, not shown, by means of mounting brackets 240.Gearbox 216 contains bevel gearset 239 comprising ring gear 224 andpinion gear 222 which are located in gearbox bearings 237. Ring gear 224is affixed to pancake motor-generator shaft 212 and pinion gear 222 isaffixed to gearbox shaft 220. Horizontally oriented gearbox shaft 220 isconnected in line with the vehicle's drive shaft 234 by means ofuniversal joints 235 located either side of gearbox 216. Pancakemotor-generator 211 is fitted with vertical motor-generator shaft 212which is located in motor-generator bearings 236. Vertically orientedmotor-generator shaft 212 is affixed to horizontally orientedmotor-generator rotor 210. A plurality of stator electromagnet U-cores228 are mounted in radially located inner and outer mounting brackets orfitments, not shown, affixed to or integral with the interior of statorhousing 214, and electromagnetically engage in the manner describedabove with a plurality of permanent magnets 232 of alternating polaritylocated in annular perpendicular cylindrical flange 213 affixed to orintegral with rotor 210. The preferred form of pancake motor-generatorfor this orientation is the version shown in FIG. 6B because it enablesa more compact structure and a stiffer rotor.

Electronic control devices are arranged to control the operation of thebrushless electric pancake motor-generator. In the aforementionedembodiments, when the vehicle is in motion, pushing the brake pedalactuates the brake and simultaneously can actuate switches that causethe electric pancake motor-generator to generate electricity which istransferred to an electricity storage device. The stored electric powermay automatically or at the driver's discretion be used to power theelectric pancake motor-generator, acting as a motor, to supplement thevehicle's primary motor. The generator function may be wired andcontrolled to generate electric power while the vehicle is coasting.Releasing the accelerator switches the generator function on, and usingthe accelerator switches the generator function off. The brushlesselectric pancake motor-generator of the '460, '433 and '623 patents maybe modified to energize the electromagnets in a sequence that isopposite to the direction of rotor rotation so as to retard therotational speed of the rotor. thereby supplementing braking.

FIG. 11 illustrates an alternative horizontally oriented pancakemotor-generator embodiment of the invention that employs an adaptationof a brushless permanent magnet pancake electric motor design asmanufactured by Applimotion, Inc. of Loomis, Calif., USA. Pancakemotor-generator 211 is combined or integrated with gearbox 216 by meansof motor-generator stator housing 214 combined or integrated 238 withgearbox housing 218. Gearbox 216 contains bevel gearset 239 comprisingring gear 224 and pinion gear 222. Ring gear 224 is affixed to verticalmotor-generator shaft 212 which is journaled in bearings 236 and piniongear 222 is affixed to horizontally oriented gearbox shaft 220 which isjournaled in bearings 237. Gearbox shaft 220 may be connected to orintegral with layshaft 268 as shown in FIGS. 13A and 13B.Motor-generator shaft 212 is affixed to horizontally orientedmotor-generator rotor 210. Annular perpendicular cylindrical flange 213is affixed to or integral with rotor 210. Annular ring 254 of back ironis affixed around the outside of flange 213 and an annular ringcomprising a series of permanent magnets 252 of alternating polarity isaffixed around the outside of annular ring 254 of back iron. An annularstator 250, which typically comprises a stack of contoured laminatediron sheets wrapped with copper wire coils, not shown, is mounted inmotor stator housing 214.

Electronic control devices are arranged to control the operation of thebrushless electric pancake motor-generator. In the aforementionedembodiments, when the vehicle is in motion, pushing the brake pedalactuates the brake and simultaneously causes the electric pancakemotor-generator to generate electricity which is transferred to anelectricity storage device. The stored electric power may automaticallyor at the driver's discretion be used to power the electric pancakemotor-generator, acting as a motor, to supplement the vehicle's primarymotor. The generator function may be wired to generate electric powerwhile the vehicle is coasting. Releasing the accelerator switches thegenerator function on, and using the accelerator switches the generatorfunction off.

A further embodiment of the invention, depicted in FIGS. 12A and 12B, isapplicable to front engined, rear-wheel-drive vehicles such as, but notlimited to, trucks or school buses. Pancake electric motor-generator 211in combination with right angled gearbox 216 is located on vehicledriveshaft 234 downstream of transmission 217 affixed to internalcombustion engine 227. Driveshaft 234 is connected to differential 262mounted on rear axle 260. Rear wheels 226 are mounted on rear axle 260.Vehicle chassis, not shown, is fitted with front wheels 229. Battery 231is connected to battery controller 266, and electric motor-generator 211is connected to motor-generator controller 233. Hybrid controller 264may be autonomous of the vehicle's systems or integrated with suchsystems. When required by hybrid controller 264, electric energy storedin battery 231 is discharged to power motor-generator 211 in motor mode,thereby adding accelerative motive power to driveshaft 234 via rightangle gearbox 216. During braking, decelerating or coasting thevehicle's kinetic energy maintains the vehicle's forward motion androtating driveshaft 234 rotates pancake motor-generator 211 via rightangle gearbox 216. Hybrid controller 264 may switch pancakemotor-generator 211 to generator mode to charge battery 231 during suchbraking, decelerating and coasting states.

A further embodiment of the invention, shown in FIGS. 13A and 13B, isapplicable to rear engined, rear-wheel-drive vehicles such as, but notlimited to, large city or transit buses.

In such vehicles the internal combustion engine 227 and transmission 217are typically located aft of the rear axle 260, and a very shortdriveshaft 234 (often less than 12 inches in length) transmits the drivefrom transmission 217 to differential 262 mounted on rear axle 260. Dueto limited under-body, engine compartment and drive-line space in suchvehicles there may be little or no space available to mount aconventional electric motor-generator of suitable power and torque.However, a low height pancake motor-generator 211 and right angledgearbox 216 combination may be mounted under the vehicle's internalcombustion engine 227 and transmission 217 and still provide adequateground clearance.

The short driveshaft 234 is typically located between two universaljoints 235, one mounted on the transmission 217 output shaft, the otheron differential 262 mounted on rear axle 260. Because rear axle 260,typically a live rear axle, reacts to vertical suspension movementsdriveshaft 234 is constantly in vertical motion with rear axle 260 whenthe vehicle is in motion. This makes transmitting power to and fromdriveshaft 234 by means of a gearbox mounted on driveshaft 234problematic. Bi-directional power coupling mechanism 270 incorporates auniversal joint having one yoke combined with a gear to provide a powertake-off from an element of the drive train that is not in verticalmotion relative to the vehicle's transmission 217 or internal combustionengine 227.

Vehicle chassis, not shown, is fitted with front wheels 229. Battery 231is connected to battery controller 266, and electric motor-generator 211is connected to motor-generator controller 233. Hybrid controller 264may be autonomous of the vehicle's systems or integrated with suchsystems. When required by hybrid controller 264, electric energy storedin battery 231 is discharged to power motor-generator 211 in motor mode,thereby adding accelerative motive power to layshaft 268 via right anglegearbox 216. During braking, decelerating or coasting the vehicle'skinetic energy maintains the vehicle's forward motion and rotatingdriveshaft 234 rotates pancake motor-generator 211 via bi-directionalpower coupling mechanism 270 which transmits the drive via layshaft 268to right angle gearbox 216. Hybrid controller 264 may switch pancakemotor-generator 211 to generator mode to charge battery 231 during suchbraking, decelerating and coasting states.

In an embodiment of a bi-directional power coupling mechanism 270,illustrated in FIG. 14, spur gear 278 is affixed to or made integralwith transmission-side yoke 276B of universal joint 235 located ontransmission output shaft 272, in the manner disclosed in U.S. Pat. No.6,290,605 titled “Assembly comprising a universal joint and a gear for adrive”.

Spur gear 278 engages second spur gear 280 affixed to layshaft 268. Yoke276A is affixed to driveshaft 234. Yokes 276A and 276B are rotatablymounted on universal joint spider 274. Transmission output shaft 272 andlayshaft 268 are rotatably mounted in bearings 286. Seals 288 preventcontaminants entering and lubricant leaving bi-directional powercoupling mechanism 270, as does flexible boot 284 while permitting yoke276A affixed to driveshaft 234 freedom of angular movement. Layshaft 268transmits drive to and from pancake motor-generator 211 and right angledgearbox 216 combination located under the vehicle's rear mountedinternal combustion engine 227 as shown in FIGS. 13A and 13B.Alternatively a chain or toothed belt may be used in place of gears,with a sprocket or a grooved toothed belt pulley integral or combinedwith yoke 276B of universal joint 235 coupling the driveshaft 234 to thetransmission 217.

FIG. 15 is a schematic illustration of an autonomous hybrid controlsystem showing battery 314, battery management system 315, electricpancake motor-generator 311 fitted with ball bearing rotation sensor324, motor-controller 313 and autonomous hybrid controller 316comprising electronic control unit (ECU) 320 and sensors 322. Sensors322 may include accelerometers or other appropriate sensors as describedbelow.

FIG. 16 is schematic plan view of a kinetic energy recovery systemmounted in vehicle chassis 301, such as a school bus, and showsautonomous hybrid controller 316 connected to motor-generator controller313 and battery management system 315. Also shown are internalcombustion engine 302, transmission 303, front wheels 304, rear wheels305, accelerator pedal 306, brake pedal 307, rear axle 308, differential309, driveshaft 310, pancake motor-generator 311, right-angle gearbox312, motor controller 313, battery 314, battery management system 315,and autonomous hybrid controller 316.

Autonomous hybrid controller 316 comprises sensors 322, which mayinclude, but are not limited to, accelerometers and motion, speed,rotation, thermal and inclination sensors which are electronicallyconnected to electronic control unit (ECU) 320. Hybrid controller 316communicates electronically with a Hall Effect sensor in motor bearing324, to receive input data and signals, and with motor-generatorcontroller 313 which controls electric motor-generator 311. Autonomoushybrid controller 316 communicates electronically with batterymanagement system 315 which monitors and manages hybrid power storagebattery 314. The autonomous hybrid controller 316 need not be connectedto or integrated with any of the systems in the vehicle chassis 301,namely internal combustion engine 302, transmission 303, acceleratorpedal 306, brake pedal 307 and friction brakes (not shown) locatedwithin front and rear wheels 304 and 305. When vehicle chassis 301travels forward or rearward, or is stationary, sensors 322 and HallEffect sensor bearing 324 detect vehicle movement as acceleration,deceleration, speed, direction and inclination or lack thereof, andelectronically transmit data and signals reflecting these states to ECU320. ECU 320 uses this input to command motor-generator controller 313to switch pancake motor-generator 311 to motor, generator and no-loadmodes as required, and depending upon hybrid power storage battery 314status as monitored and controlled by battery management system 315.

Since the autonomous hybrid controller is independent of the vehicle'svarious systems, including the engine, gearshift, accelerator and brakepedals, and requires no interface with them, it enables a quick andsimplified retrofit installation process. From a design andmanufacturing standpoint it permits a retrofit hybrid controller withoutcooperation or assistance from the vehicle or subsystem originalequipment manufacturers.

The following is an explanation of the possible sensor inputs that maybe used with the Autonomous Controller. Any of them may be usedsingularly or in combination with others to fully optimize theperformance of the controller. They are listed individually with adescription of the unique value each sensor provides.

In these descriptions references to the electric motor are simply‘motor’ or ‘motor-generator’ and references to the fueled engine(gasoline, diesel, etc.) are ‘engine’.

1. Motor speed—inherent in the control system for an electric motor isthe ability for the controller to adjust the timing and sequencing ofenergizing the motor coils. The assumption under these conditions isthat the motor is indeed turning at the speed intended. It is possibleto incorporate internal electronics to the circuitry to verify the

behavior is as expected and that the motor is indeed turning at the rateintended. This internal sensing may be used by the controller as afeedback loop to alter the behavior of various characteristics of thecontroller to compensate for varying conditions the motor isencountering. These conditions (such as but not limited to temperature,orientation, ambient electromagnetic fields, etc) may degrade theexpected motor performance and the feedback may be used to identify theneed for the controller to initiate compensating or correcting signalsback to the motor.

In addition to the endemic feedback sensing, it may be useful to providean auxiliary motor speed input to the controller. This sensor isexpected to be external to the controller however it may be mounted inor on the same housing as the controller. The sensor may be any ofvarious types commercially available including but not restricted toHall effect, Wiegand effect, optical, contacting, or other devicesnoting the movement of a rotating element with respect to a fixedelement. The sensor of choice may be mounted directly to the motorhousing or may be located at any position adjacent to any of therotating elements that provide useful information to the controller byrepresenting the true rotation of the electric motor.

2. Acceleration (accelerometer)—a device such as an accelerometer (ofvarious commercial constructions) may be used to provide unique input tothe motor controller. If the accelerometer is oriented to detectacceleration along the fore/aft axis of the vehicle it can be used tointerpret the behavior of the vehicle as directed by the driver andprovide information for the controller to use to augment, assist, orrelease the contribution of the motor/generator with regard to thesystem.

If the driver is intending to accelerate from a stationary position theyrelease the brake and apply their foot to the accelerator. As theaccelerometer senses the vehicle is increasing speed in the forwarddirection the output of the accelerometer is directed to the controllerwhere the logic of the controller can incorporate that data and alterthe signals driving the motor. Under the control programming for thishybrid application the signals from the controller to the motor woulddirect the motor to apply more torque to the driveline such that lessengine power would be consumed during that period of acceleration.

Once the acceleration sensor detects a zero or near-zero state theinterpretation is that the vehicle has achieved a constant speed. Underthe control programming for this hybrid application the signals from thecontroller to the motor would direct the motor to become free-wheeling,neither adding to nor detracting from the power the engine is applyingto the driveline.

If the accelerometer detects a deceleration in the forward direction theinterpretation is that the driver is either coasting (a near-zero rateof deceleration) or may be applying the brake to a varying degree(intentional slowing). Under the control programming for this hybridapplication the signals from the controller to the motor would directthe motor to act as a generator and apply a resistive force to itsrotation to assist in slowing the vehicle down. This may be inconjunction with the engine slowing down as well until such time as thedriver has either stopped the vehicle, or lifted from the brake andachieved a steady speed, or chosen to accelerate again.

The accelerometer is perhaps the most useful means of interpreting theintention of the driver simply by monitoring the behavior of the vehicleand augmenting it according to the programming logic used in thecontroller. The description above is only one such application of thatlogic and is described in a simplistic manner. The transitions of thecontrol logic may be implemented in any manner the programmer determinesto be advantageous to the performance goals of the vehicle and driverand may include additional incremental levels depending on the precisionand resolution of signal available from the accelerometer.

3. Incline (inclinometer)—the inclinometer is a sensor that provides asignal proportional to the angle at which it is moved. In typicaldevices the signal reports whether the angle is upward or downward. Somedevices may be used in conjunction with time measurements to determinethe rate at which the inclination or rotation of the system occurs. Theinclinometer sensor may be used alone or in concert with other sensorsto the motor controller to provide unique information for the logicprogramming of the controller to respond to. If the inclinometer isoriented fore/aft to the axis of movement of the vehicle it can reportthe vehicle angle with respect to level ground. This information can beused to infer the vehicle is on an incline (hill) facing upward ordownward. The logic programming may thus associate a need for additionalpower from the motor when climbing the hill, thereby assisting theengine. Similarly it may associate the need to retard the rotation ofthe driveline when the vehicle is going down a hill, thereby acting as agenerator to recharge the batteries and maintain control, or even slowthe progress of the vehicle.

4. Temperature:

4a. Cooling system—electric motors are subject to heating from theirinternal conversion of energy to mechanical power, and similarly whenacting as a generator to convert rotational energy into electricity.When doing so there is a change in the efficiency of the systemdepending on what its operating temperature is. Most systems ofsubstantial energy rates such as those used in a heavy vehicle mayrequire an auxiliary cooling system. Use of a temperature sensor tomonitor the efficacy of a cooling system and therefore the condition ofthe motor/generator may be used to alter the manner in which themotor/generator is being controlled. For example, if the cooling systemis identified to be operating at a high temperature the controller maythen moderate the amount of involvement of the motor/generator untilsuch time as the temperature is determined to be more optimum forgreater levels of motor/generator activity. This may be a reflection ofthe condition of cooling system components, the driving conditions, thevehicle loading, or various other factors which may not be otherwiseidentified yet may have an impact on the overall system performance.

4b. Ambient Conditions—as indicated in the above paragraph thetemperature conditions of the entire system may have some bearing on theefficacy of the system to provide the desired assist/retard effects tothe vehicle. In conditions of extreme cold or extreme heat thelimitations of the controller and motor may require a different set oflogic parameters. Addition of an ambient air temperature sensor may beused to provide automatic performance compensation under thoseconditions.

5. Humidity—as described earlier regarding temperature, otheratmospheric conditions such as humidity can later the normal behavior ofa motor/generator. If the controller is configured with a sensor inputfor humidity, the controller logic can factor the conditions to theoptimum performance and safe operation of the system in general.

6. Barometric Pressure—similar to the humidity sensor described above,the sensing of barometric pressure may be used to infer the altitude atwhich the vehicle is operating and by that inference the performance ofthe electric motor can be altered accordingly. At high altitudes thereare some spurious effects on electronic systems and similarly highaltitudes also imply some inefficiencies in typical engine performancewhich may be compensated for by the motor/generator controller.

7. Generic Digital Interface—any electronic control system can make useof various sensors or external devices that have a standard interfacefor either one-way or bi-directional communication. A generic digitalinterface such as RS-232, USB, or many other standardized ornon-standard interfaces may be used to provide information orconditional data to the controller that may alter the manner in whichthe logic controls the motor/generator. A digital interface may beconfigured to be compatible with a Global Positioning System (GPS)device or other universal positioning system yet to be defined.

8. Generic Analog Interface—similar to the digital interface mentionedabove, an analog sensor input may be configured on the controller suchas a current loop adapter or various other standard and non-standardinterfaces in order to augment the data available to the controller toalter the manner in which the logic controls the motor-generator.

9. Voltage or Current Sensors—an input port for sensing either voltagelevels or current levels may be incorporated in the autonomouscontroller for the sole purpose of monitoring the condition of theenergy storage system (such as batteries). The result of sensing thebattery condition is important for the controller to alter the manner inwhich it applies signals to the motor/generator. For example, if thevoltage sensor input indicates the battery capacity is approaching zerothe controller logic may be configured to reduce the draw from thebattery system or even to switch to a generator mode in order to restoresome battery storage in anticipation of the next demand on the system.

Under some circumstances it may be desirable to know what the rotationspeed of the engine is in order to anticipate the intentions of thedriver with regards to acceleration, steady speed, or deceleration. Theautonomous controller by definition is not intended to connect into thecontrol system of the engine however a current sensor can be placedadjacent to the engine, around an ignition wire (if present), or arounda wire to/from the alternator to sense the regular pulses of the enginethat are associated to the engine speed. Either the voltage or thecurrent may be reported back to the input port on the controller and thelogic of the controller may make use of that information in determininghow it chooses to direct the motor-generator.

Similarly, a sensor may be placed adjacent or around the wire(s) goingto or from the brake lights or any other electrical wires in the vehiclesuch that when the selected wires are energized, the sensors canidentify that action via induction and report that activity to thecontroller which may alter the logic for controlling the motor-generatoraccordingly.

It is important to note for the autonomous controller that none of thesensors mentioned above are attempting to connect directly into anyexisting subsystem (motor, throttle, brake, driver, etc) on the vehicle.

Having described and illustrated the principles of the invention in thepreferred embodiments thereof it should be apparent that the inventioncan be modified in arrangement and detail without departing from suchprinciples. We claim all modifications and variations coming within thespirit and scope of the invention. The foregoing description is onlyexemplary of the principles of the invention. Many modifications andvariations of the present invention are possible in light of the aboveteachings. The preferred and alternative embodiments of this inventionhave been disclosed, however, so that one of ordinary skill in the artwill recognize that certain modifications and variations would comewithin the scope of this invention.

1. A kinetic energy recovery and electric drive for vehicles comprising a pancake electric motor-generator (11, 211) combined, coupled or integrated with a right angle gearbox (216) or final drive mechanism (16), including differentials, transaxles and other power transmission mechanisms, located in the driveline of an automobile, bus, truck, rail vehicle or similar powered vehicle, the pancake electric motor-generator having an axis of rotation oriented perpendicularly to the driveline so that a diameter of the motor-generator extends in a plane substantially parallel to one or both of the driveline and wheel axles of the vehicle.
 2. A kinetic energy recovery and electric drive for vehicles according to claim 1 in which the pancake motor-generator (11) includes a rotor (10) comprising a plurality of permanent magnets (32) of alternating polarity arrayed around a periphery thereof, a rotor shaft (12) coaxial with the stator and oriented substantially vertically and substantially perpendicular to the vehicle's axle (20) or drive-shaft (21), and a stator comprising at least one electromagnet (28, 228, 250) that surrounds the rotor (10), the rotor (10) coupled rotationally via a rotor shaft (12) to a gearbox (216) or final drive mechanism (16).
 3. The kinetic energy recovery and electric drive for vehicles of claim 1 where the vehicle is a rear engined, rear drive vehicle including a rear axle (260), a differential (262), a driveshaft (234), a transmission (217) and an engine (227), the driveshaft (234) coupling the differential (262) to the transmission (217) via universal joints (235) located at each end of the driveshaft (234) and the engine (227) mounted aft of the transmission (217), the pancake electric motor-generator (211) located under the transmission (217) or engine (227) with its rotor shaft vertically oriented, the right angle gearbox (216) drivably couples the rotor shaft with a horizontally oriented layshaft (268) that is drivably coupled to the driveshaft (234).
 4. The kinetic energy recovery and electric drive for vehicles of claim 3 in which the horizontal layshaft (268) is drivably coupled by means of gears (278, 280), chains or toothed belts to the driveshaft (234) by the use of a gear (278), a sprocket or a grooved or toothed pulley integral or combined with a yoke (276B) of a universal joint (235) coupling the driveshaft (234) to the transmission (217).
 5. A kinetic energy recovery and electric drive for vehicles according to claim 1 in which the rotor (10) is mounted in a substantially horizontal plane either above or below the gearbox (216) or final drive mechanism (16).
 6. A kinetic energy recovery and electric drive for vehicles according to claim 2 in which the electromagnet comprises a plurality of electromagnet cores (28) equally spaced apart about the circumference of the rotor (10).
 7. A kinetic energy recovery and electric drive for vehicles according to claim 2 in which the electromagnet comprises a plurality of electromagnet cores (28) that are circumferentially spaced apart in one or more arc sectors to provide a gap for the vehicle's axle (20) or drive-shaft (21).
 8. A kinetic energy recovery and electric drive for vehicles according to claim 1 in which the pancake motor-generator (11, 211) includes a housing (14, 214) and the gearbox (216) or final drive mechanism (16) includes a right-angle gearbox housing (18, 218) in which the housings are combined, coupled, integrated or affixed together.
 9. A kinetic energy recovery and electric drive for vehicles according to claim 1 in which the motor-generator (11) includes a vertical rotor shaft (12) which engages via a power transmission mechanism selected from a group including gear drives and friction drives including single ratio, multiple changeable ratios or continuously variable ratios, to the gearbox (216) or final drive mechanism (16) or to a power transmission mechanism selected from a group including a gear drive or friction drive located on the driveshaft (21) or transmission output shaft adjacent to the gearbox (216) or final drive mechanism (16).
 10. A kinetic energy recovery and electric drive for vehicles according to claim 1 in which the electric pancake motor-generator includes an annular coaxial flange (113) or projecting element, affixed to or integral with the rotor (10) on which is located a plurality of equally spaced permanent magnets (32) of alternating polarity arranged to electromagnetically engage with the electromagnet cores (28) of the motor-generator stator.
 11. A kinetic energy recovery and electric drive for vehicles according to claim 2 in which the electric pancake motor-generator (11) is coupled to a controller arranged to trigger or switch the energization of electromagnet cores (28) in a sequence that is opposite to the direction of rotor rotation so as to retard the rotational speed of the rotor in a braking generation mode.
 12. A brushless electric pancake motor-generator (11) comprising: a stator of one or more electromagnet cores (28) and a rotor (10) having a plurality of radially arrayed, equally spaced permanent magnets (32) of alternating polarity; the rotor (10) including a disc rotatable about an axis coaxial with the stator and having a coaxial flange (113) or projecting element affixed to or integral with a side of the disc; the radially arrayed, equally spaced permanent magnets (32) of alternating polarity distributed radially around the coaxial flange (113) or projecting element and the electromagnets of the stator positioned adjacent one axial side of the disc in position to engage electromagnetically the equally spaced permanent magnets (32) of alternating polarity.
 13. A brushless electric pancake motor-generator (11) according to claim 12 in which the coaxial flange (113) includes a row of radially arrayed, equally spaced permanent magnets (32) of alternating polarity and the electromagnet cores (28) are half-toroidal or c-shaped.
 14. A brushless electric motor-generator (11) according to claim 12 in which the coaxial flange (113) includes inner and outer concentric rows of radially arrayed, equally spaced permanent magnets (32) of alternating polarity and the electromagnet cores (28) are toroidal or u-shaped.
 15. A hybrid vehicle drive system, comprising: an engine (27); a transmission (17) operatively coupled to the engine; a first set of wheels (29) operatively coupled to the transmission; a second set of wheels (26) operatively coupled to a final drive mechanism (16); an electric pancake motor-generator (11) coupled to a right angle gearbox (216) or the final drive mechanism (16); and a controller (33) coupled to the pancake motor-generator and configured to control a mode of the motor-generator.
 16. The system of claim 15, wherein the pancake motor-generator (11) is operative under control of the controller to provide electric current to an energy storage device (31, 231) by operating in a generator mode.
 17. The system of claim 15, wherein the pancake motor-generator (11) is operative under control of the controller to drive the right angle gearbox (216) or final drive mechanism (16) by operating in a motor mode.
 18. A system according to claim 15 wherein the motor-generator (11) is drivably coupled to the final drive mechanism (16) through the right angle gearbox (216) or transmission.
 19. An autonomous controller for a hybrid vehicle that is fully independent of direct inputs such as data and signals from the vehicle's systems and comprises at least one sensor, selected from a group including accelerometers, inclinometers, and motion, speed, direction, rotation, pressure, thermal, voltage and current sensors, for detecting motion of the vehicle and at least one electronic control unit responsive to the sensor to manage and control the energy regeneration, propulsion and energy storage functions of the hybrid system.
 20. The autonomous controller of claim 19 including at least one sensor responsive to an input of the driver with respect to the behavior of the vehicle and providing a signal to the controller to manage and control the energy regeneration, propulsion and energy storage functions of the hybrid system to follow that driver input.
 21. The hybrid vehicle incorporating the autonomous controller of claim 19, which includes automobiles, sport utility vehicles (SUVs), trucks, buses, fork lifts and construction, agricultural, military and rail vehicles.
 22. A hybrid vehicle incorporating an autonomous controller according to claim 19 comprising an internal combustion engine, a transmission, an electric or hydraulic motor and an energy storage medium. 